Throttle controlled carburetor producing a rich mixture for an exhaust turbine



S. M. UDALE THROTTLE CONTROLLED CARBURETOR PRODUCING A RICH MIXTURE FOR AN EXHAUST TURBINE Dec. 11, 1951 3 Sheets-Sheet Filed Jan. 31, 1947 m m m m .Dec. 11, 1951 s UDALE 2,578,028

THROTTLE TROLLEID CARBURETOR PRODUCING A RICH XTURE FOR AN EXHAUST TURBINE Filed Jan. 31, 1947 3 Sheets-Sheet 2 Fig 2 IN V EN TOR.

3 Sheets-Sheet 5 S. M. UDALE THROTTLE CONTROLLED CARBURETOR PRODUCING A RICH MIXTURE FOR AN EXHAUST TURBINE Dec. 11, 1951 Filed Jan. 51, 194':

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Patented Dec. 11, 1951 an emia CON ROLLED CARBURETQR PRODUCING A RICH MIXTURE FOR AN EXHAUST TURBINE S tanleylfiffda le glletroit lvfichli, to

George M. Holley and Earl Holley ApplicationJalnuary 31, 1947; Srial No. 725,532

(01. to s) ii cans. 1

The object of this invention is to double the power of a truck engine for a short period of time by mechanically coupling a gas turbine to the ordinary truck engine. The fuel for the gas turbine is derived from the exhaust from the engine. The carburetor is arranged to automatically give the required rich mixture.

Figure 1 shows diagrammatically the preferred form of my invention.

Fig. 2 is apartial'elevationtaken on plane 2-'-2 of Fig. 1. a V

Fig. 3 shows aschematic drawing of my invention. a

In Figure 1, I is the air entrance to the car-'- bure'tor, I2 is' the throttle, l4 is'the v'enturi, lfi'is the inlet manifold "leading to the'inlet ports of the cylinders [840-22-24. 25 is the carburetor float 42 which receives air from" the atmosphere through the air entrance 90 and delivers coi'npressedair to'the air entrance [0 along'the pipe 44; Through bypass 46' one-third of the co'm pressed air, deliveredto the pipe" 44, is bypassed to the second stage supercharger 41, driven by the gears 48 from the gas turbin'e'shaft 50 which,

through the gears and 52, is connected to the The gear 52', mounted on the crankshaft 54, is designed so that it will crankshaft 54 of the engine.

not drive the gear 5| but'will be'driven by the gear5l. with an ordinary overrunning clutch 99 so that normally the free-wheeling of the'gear 52 permits the'gas turbine 40 and the two superchargers 42' and 47 to idle along' without absorbingpower.

Unloading valves 58 and 651 are provided so that when the throttle I2 is closed these unloading valves 58 and 6d are automatically opened to 'un-" load the two superchargers and 41-.

Vacuum or' low" pressure pipes '62 and 64 con In other'words'the gear 5| is'associated nect the inlet manifold 16 with cha'mbersBB and 68*Which contain springs l0 and T2. Diaphragms 14" an'd 'ifi support'the valves 'and 58. Two in normally in positions, that is,v the, positions in which they are shown. .When the pressure in the inlet manifold fallszthe valve ttrisesand the valve 5. a l .9

that neither ofthe two .SuperchargersAZpr 4.7 is; effective. A .pipe 'lfihdelivers doubly cornpressed air to the combustion ,chamber ta when the throttle is .open ..,W.henp,the, throttle I2 is wide open, valve 5.8 remains closed as, shown. Under this condition compressed airnfromsupercharger 42 is ecor'npressedna. second time-by. th sup rcharger 47,. and delivered tothe combustionchamher 33. (When throttle l2 isfirstplosedthegpres surehdrop at l2 first:.overeomestsprine 11! a d opens the va1v,e, 58. flfiencehthediaphragm 15 moves awaylfrom stop ..ll as. the throttle [2 is closed and; before thegdiaphragm; 14, moves v away from stop 15,,sotghat the throttle !2 controls the delivery "of; compressed; air to the combustion chamber 384 from the supercharger A'Las welltas the. delivery of Vcompressed air to the engine.

When the valve 58 falls abypass ,BOlVI fQm the by-U p 46, permitscompre e a rom the passa e- 82 and from the outlet'lfl. toreturn through and A6. .IIhe pump Al thusbecomes inoperative.

.A thermostat 84;,in1the air ntra e tlm edi c s.

the richness ofethe. mixtureinv th in et: m n o d.

and hence: th ;i.l ne ctr-th ex aust the u on ehamh fitl. iwh nlthe t m era ure;

in the air inlet lpexceeds a eterinined safe maximum temperature, for exam lelZO F,

Fig, 3 is a simnlifiedeehematiqt cl ia ns he ai a c ow r 2 which UD-P q rql d c bur tor whi h. trolled by the thrott l I i lssupplies aian ex au em 1f 9. manually 'Pnhaft I78, these in "nerv m h e. ers air at high ,pre t.

stage blower ldlwhichd l sure to the co and the valve 60' is pushed 'qaw tewetes thestop 15 by thespringlfihto theposi n shown in the drawing, s6 that the 'siipereharg'ers Hand "41 are put into action. All the power, as first developed in the gas turbine 40, is absorbed in driving the superchargers 42 and 41 and the gear 52 free-wheels on the crankshaft 54.

After the throttle I2 has been opened for a few seconds the back pressure in the exhaust manifold 36 builds up and the gas turbine begins to develop real power. Eventually there is excess power available and finally the gas turbine helps drive the crankshaft 54 and contributes to the total power developed.

When the throttle I2 is open 125% extra air (above that normally required by the engine) is delivered by the supercharger 42. 75% of this /3 of 225%) is delivered through passage 46 to the second stage supercharger 41. 150% of the normal air is delivered to the air entrance l and this extra air at a pressure of 44-47 inches of mercury (absolute) compresses the barometric element 28 and opens the needle valve 30 so as to deliver a 0.11 fuel/ air ratio or 9 to 1 air fuel mixture. This burns to produce carbon-monoxide. The air admitted through the pipe 18 completes the combustion of the carbon-monoxide to carbondioxide in the combustion chamber 38.

The compressed air from the passage 18 is sufficient to completely burn all the carbon-monoxide of the exhaust from the engine to carbondioxide. This raises the temperature in the combustion chamber 38.

The gases in the combustion chamber 38 expand through the gas turbine 40 and not only drive the superchargers 42 and 41 but also deliver useful work through the gears 51 and 52 to the engine so that work is obtained both from the cylinders 18-20-22-24 and also from the gas turbine 40.

It is thus possible to obtain a 100% increase in power for a short period of time by this means and the temperature in the turbine will not normally exceed the safe limit of 1450 F. By increasing the capacity of the second stage air pump 41 the temperature of the combustion chamber 38 will be reduced but then the efficiency of the power plant will also be reduced.

When the temperature in the air entrance l0 exceeds a predetermined critical temperature, for example 120 F., then the needle valve 86 descends and the mixture ceases to be rich until the temperature in the air entrance [0 falls below the dangerously critical temperature.

What I claim is:

1. A reciprocating internal combustion engine, a gas turbine coupled mechanically to the engine, a supercharger for said engine, a bypass leading from the air supply to said engine downstream from said supercharger, a compressor for said turbine' in said bypass and in series with said supercharger, an air entrance to the engine, said supercharger and compressor for said engine and said turbine being driven by the turbine, barometric means responsive to the air pressure in the air entrance, fuel and air control means connected thereto adapted to deliver a rich mixture to the engine when the air entrance pressure is higher than the normal atmospheric pressure comprising a pressure responsive element, a fuel control valve connected thereto, means for burning the rich exhaust produced from said rich mixture including a combustion chamber connected to said bypass and in which the air from said bypass meets the rich exhaust, an outlet from the combustion chamber leading to said turbine.

2. A device as set forth in claim 1 in which there is an air throttle in the air entrance, automatic means responsive to the low pressure on the engine side of the throttle when the throttle is closed to unload both said supercharger and said compressor.

. 3. A device as set forth in claim 1 in which there are thermostatic means responsive to the temperature in the air entrance which will reduce the fuel flow from said carburetor when the temperature in the air entrance rises above a predeter mined safe maximum.

4. A device as set forth in claim 1 in which there is a free wheel connection between the driving element of the gas turbine and the mechanical coupling to the internal combustion engine.

5. A power plant including an internal combustion-engine and an exhaust gas turbine geared together comprising a combustion chamber for said gas turbine, a supercharger driven by said turbine, an air supply for said supercharger connected to said internal combustion engine, a fuel supply, a carburetor connected to said fuel supply, a barometric means responsive to the pressure of the air from said supercharger said barometer means mounted in said carburetor adapted to give an increase in fuel/ air ratio as the pressure of the air increases, a bypass leading from a point adjacent the air entrance to the carburetor and leading to the combustion chamber of said gas turbine, a compressor driven by said turbine located in said bypass so as to increase the pressure of the air entering said combustion chamber, a passage connecting the exhaust from the internal combustion engine to said combustion chamber, and an outlet from said combustion chamber leading to said gas turbine.

6. A device as set forth in claim 5 in which the mechanism by means of which the said engine and said turbine are geared together includes a free Wheel mechanism so that the gas turbine can drive the engine but so that the engine cannot drive the gas turbine.

7. A device as set forth in claim 5 in which there is an air throttle in the air entrance to the carburetor, automatic means responsive to the low pressure on the engine side of the throttle when the throttle is closed to unload both said supercharger and said compressor.

8. A device as set forth in claim '7 in which the automatic means consist of a movable wall, a chamber, a spring in said chamber engaging with .said wall, a balanced valve connected to said movable wall in each of said automatic means.

9. A device as set forth in claim 5 in which there is an air throttle in the air entrance to the carburetor, automatic means responsive to the low pressure on the engine side of the throttle when the throttle is closed to unload both said supercharger and said compressor and in which there are thermostatic means responsive to the temperature in the air entrance which will reduce the fuel flow from said carburetor when the temperature in the air entrance exceeds a predetermined safe maximum.

10. A power plant for an automotive vehicle combining an internal combustion engine, a gas turbine, mechanical coupling means therebetween including a free-wheeling mechanism so that the gas turbine can drive the engine but the engine can not drive the gas turbine, a supercharger driven by said gas turbine and adapted to supply air under pressure to said first engine, a combustion chamber for the gas turbine, a connection from the exhaust from said first engine to said combustion chamber, a passage from the air entrance to said engine direct to said combustion chamber, automatic barometric means responsive to an inasvaosa crease in the pressure in the air entrance to said first engine toenrich the fuel/ air mixture so that the exhaust gas from the engine is combustible.

11. A device as set forth in claim 10 in which there are thermostatic means located in the air entrance to'said first engine to neutralize the effect of said barometric means whenever the temperature of the air entering the engine rises above a predetermined critical value.

STANLEY M. UDALE.

6 REFERENCES cI'rEn The following references are of record in the file of this patent:

Number UNITED STATES PATENTS 

